CONNECTING ELEMENT FOR IMPROVED CRASH BEHAVIOUR IN A CAR TO CAR COLLISION

Abstract

A crash management system (1, 1′, 1″) for a front part of a vehicle, oriented in a local referential, having a longitudinal direction X a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, comprising an assembly (2, 2′, 2″) of bumper beams with at least a first bumper beam (3, 3′, 3″) and a second bumper beam (4, 4′, 4″), oriented in said transverse direction Y, said first bumper beam (3, 3′, 3″) and second bumper beam (4, 4′, 4″) being vertically spaced wherein said first bumper beam (3, 3′, 3″) is located above said second bumper beam (4, 4′, 4″), optionally comprising at least one crash box (5, 6) connected to at least a bumper beam (3, 3′, 3″, 4, 4′, 4″), and comprising at least a connecting element (100, 200,300, 400, 500) characterized in that said connecting element (100, 200,300, 400, 500) connects said first bumper beam (3, 3′, 3″) and said second bumper beam (4, 4′, 4″), and wherein said connecting element (100, 200, 300, 400, 500) is an extruded hollow profile which extrusion direction (E) is substantially parallel to said vertical direction Z.

Claims

1. Crash management system (1, 1′, 1″) for a front part of a vehicle, oriented in a local referential, having a longitudinal direction X a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, comprising an assembly (2, 2′, 2″) of bumper beams with at least a first bumper beam (3, 3′, 3″) and a second bumper beam (4, 4′, 4″), oriented in said transverse direction Y, said first bumper beam (3, 3′, 3″) and second bumper beam (4, 4′, 4″) being vertically spaced wherein said first bumper beam (3, 3′, 3″) is located above said second bumper beam (4, 4′, 4″), optionally comprising at least one crash box (5, 6) connected to at least a bumper beam (3, 3′, 3″, 4, 4′, 4″), and comprising at least a connecting element (100, 200,300, 400, 500) characterized in that said connecting element (100, 200,300, 400, 500) connects said first bumper beam (3, 3′, 3″) and said second bumper beam (4, 4′, 4″), and wherein said connecting element (100, 200, 300, 400, 500) is an extruded hollow profile which extrusion direction (E) is substantially parallel to said vertical direction Z.

2. A crash management system (1, l′, 1″) according to claim 1 wherein said connecting element (100, 200,300, 400, 500) extends said crash management system (1, 1′, 1″) in said longitudinal direction X and/or in said transverse direction Y.

3. A crash management system (1, 1′, 1″) according to claim 1 wherein said first and second bumper beams (3, 3′, 3″, 4, 4′, 4″) are spaced in said longitudinal direction X so that an angle defined by said first and second bumper beams (3, 3′, 3″, 4, 4′, 4″) and the plane YZ is from −30° to +30°.

4. A crash management system (1, 1′, 1″) according to claim 1 wherein said connecting element (100, 200,300, 400, 500) has at least one integrated screwing channel (101a, 101b, 301a, 301b) parallel to said extrusion direction (E) of said connecting element (100, 200, 300, 400, 500) and wherein said at least one channel (101a, 101b, 301a, 301b) is used to attach said connecting element (100, 200, 300, 400, 500) to said first and said second bumper beam (3, 3′, 3″, 4, 4′, 4″).

5. A crash management system (1, 1′, 1″) according to claim 1 wherein in case of an impact said connecting element (100, 200, 300, 400, 500) cooperates with an additional part of the vehicle and is deformed to prevent penetration of a foreign element into said vehicle.

6. A crash management system (1, 1′, 1″) according to claim 1 wherein said first cross bumper beam (3, 3′, 3″) is a hollow profile or an open profile having a front wall (32, 32′, 32″), wherein said first bumper beam (3, 3′, 3″″) has a flange (36, 36′, 36″) extending said front wall (32, 32′, 32″) of said first bumper beam (3, 3′, 3″) in said vertical direction Z downwardly in the direction of said second bumper beam (4, 4′, 4″), and/or wherein the said second bumper beam (4, 4′, 4″) is a hollow profile or an open profile having a front wall (42, 42′, 42″), wherein said second bumper beam (4, 4′, 4″) has a flange (46, 47) extending said front wall (42, 42′, 42″) of said second bumper beam (4, 4′, 4″) in said vertical direction Z upwardly in the direction of said first bumper beam (3, 3′, 3″).

7. A crash management system (1, 1′, 1″) according to claim 6 wherein said connecting element (100, 200, 300, 400, 500) is attached at least to said flange (36, 36′, 36″) of said first bumper beam (3, 3′, 3″) and/or wherein said connecting element (100, 200, 300, 400, 500) is attached at least to said flange (46, 47) of said second bumper beam (4, 4′, 4″).

8. A crash management system (1, 1′, 1″) according to claim 1 wherein said connecting element (100, 200, 300, 400, 500) is attached by screws and/or bolts to each end of said first and second bumper beams (3, 3′, 3″, 4, 4′, 4″).

9. A crash management system (1, 1′, 1″) according to claim 1 wherein the connecting element (100, 200, 300, 400, 500) has a flange (102, 302) permitting the attachment of said connecting element (100, 200, 300, 400, 500) to said first bumper beam (3, 3′, 3″).

10. A crash management system (1, 1′, 1″) to claim 1 comprising two said connecting elements (100, 300, 500) attached to each end of said first and second bumper beams (3, 3′, 3″, 4, 4′, 4″) permitting a stiffening of the end of said bumper beams assembly (2, 2′, 2″).

11. A crash management system (1, 1′, 1″) according to claim 1 wherein said connecting element (100, 200, 300, 400, 500) is made of plastic, steel or aluminium alloy.

12. A crash management system (1, 1′, 1″) according to claim 1 wherein said connecting element (100, 200, 300, 400, 500) is an extruded hollow profile having at least two hollow chambers (103a-103d, 303a-303e, 407, 503a-503f) each chamber having an outer wall (104-107, 201, 304-307, 401, 504-508) and an inner wall (108-111, 202, 308-311, 402, 509-512) and internal (112, 113, 312, 313, 406, 513-517) wall, said walls being parallels to said extrusion direction (E).

13. A crash management system (1, 1′, 1″) according to claim 12 wherein said outer wall (106, 107, 206) and/or inner wall (110, 111) of said connecting element (100, 200) are perforated.

14. A crash management system (1, 1′, 1″) according to claim 12 wherein said connecting element (100, 300, 500) is not flat and/or comprises at least one chamber (103a-103d, 303a-303e, 503a-503f) having said outer wall (104-107, 304-307, 504-508) and said inner wall (108-111, 308-311, 509-512) wherein said outer wall (104-107, 304-307, 504-508) and said inner wall (108-111, 308-311, 509-512) are composed of two facets (106a, 106b, 110a, 110b, 305a, 305b, 310a, 310b) and wherein the said two facets form an angle.

15. A crash management system (1, 1′, 1″) according to claim 12 wherein said walls (104-114, 201, 202, 304-314, 401, 402, 406, 504-519) of said connecting element (100, 200, 300, 400, 500) have different thicknesses.

16. A vehicle comprising the crash management system (1, 1′, 1″) according to claim 1.

Description

DESCRIPTION OF THE DRAWING

[0050] FIG. 1 is a rear view of part of one crash management system according to the invention

[0051] FIG. 2 is a front view of part of the crash management system of FIG. 1

[0052] FIG. 3 is a top view of FIG. 1

[0053] FIG. 4 is a representation of one end of the of FIG. 1

[0054] FIG. 5 is a representation of one connecting element of FIG. 1

[0055] FIG. 6 is a rear view of part of one crash management system according to the invention

[0056] FIG. 7 is a front view of part of the crash management system of FIG. 6

[0057] FIG. 8 is a representation of one connecting element of FIG. 6

[0058] FIG. 9 is a representation of another connecting element of FIG. 6

[0059] FIG. 10 is a rear view is a representation of one end of one of one crash management system according to the invention

[0060] FIG. 11 is representing the front view of the FIG. 8

LIST OF REFERENCES

[0061] 1, 1′, 1″: crash management system [0062] 2, 2′, 2″: Assembly of bumper beams [0063] 3, 3′, 3″: first bumper beam [0064] 31, 31′, 31″: cavity of the first bumper beam [0065] 32, 32′, 32″: front wall of the first bumper beam [0066] 33, 33′, 33″: rear wall of the first bumper beam [0067] 34, 34′, 34″: longitudinal wall of the first bumper beam [0068] 35, 35′, 35″: longitudinal wall of the first bumper beam [0069] 36, 36′, 36″: flange of the first bumper beam [0070] 37, 37′, 37″: flange of the first bumper beam 3 [0071] 38a, 38b, 38c, 38d: holes drilled in the flange 36 of the first bumper beam 3 [0072] 38′a, 38′b, 38′c, 38′d: holes drilled in the flange 36 of the first bumper beam 3′ [0073] 4, 4′, 4″: Second cross bumper beam [0074] 41, 41′: cavity of the second bumper beam [0075] 42, 42′, 42″: front wall of the second bumper beam [0076] 43, 43′: rear wall of the second bumper beam [0077] 44, 44′: longitudinal wall of the second bumper beam [0078] 45, 45′: longitudinal wall of the second bumper beam [0079] 46: flange of the second bumper beam 4′ [0080] 47: flange of the second bumper beam 4′ [0081] 48, 49: holes on the longitudinal wall 45 of the second bumper beam 4 [0082] 50, 51: beams of the second bumper beam 4″ [0083] 52: cavity of the beam 50 [0084] 53: cavity of the beam 51 [0085] 54: rear wall of the beam 50 [0086] 5, 5′: Crash box connected to the first bumper beam [0087] 6, 6′: Crash box connected to the second bumper beam [0088] 100, 200, 300, 400, 500 Connecting element [0089] 101a, 101b: integrated screwing channel of the connecting element 100 [0090] 102: flange of the connecting element 100 [0091] 103a, 103b, 103c, 103d: hollow chambers of the connecting element 100 [0092] 104, 105, 106, 107: outer walls of the hollow chambers of the connecting element 100 [0093] 106a, 106b: facets of the outer wall 106 [0094] 108, 109, 110, 111: inner walls of the hollow chambers of the connecting element 100 [0095] 110a, 110b: facets of the outer wall 109 [0096] 112, 113: internal wall of the connecting element 100 [0097] 114: external wall of the connecting element 100 [0098] 115: cut of the connecting element 100 [0099] 116: hole on the flange 102 of the connecting element 100 [0100] 117: hole in the hollow chamber 103a [0101] 201: outer wall of the connecting element 200 [0102] 202: inner wall of the connecting element 200 [0103] 203a: flange [0104] 204: hole on the flange 203a [0105] 205: hole on the inner wall 202 [0106] 206: cut of the connecting element 200 [0107] 302: flange of the connecting element 300 [0108] 301a, 301b: integrated screwing channel of the connecting element 300 [0109] 303a, 303b, 303c, 303d, 303e: hollow chambers of the connecting element 300 [0110] 304, 305, 306, 307: outer walls of the hollow chambers of the connecting element 300 [0111] 305a, 305b: facets of the outer wall 305 [0112] 308, 309, 310, 311: inner walls of the hollow chambers of the connecting element 300 [0113] 310a, 310b: facets of the outer wall 310 [0114] 312, 313: internal walls of the connecting element 300 [0115] 314: external wall of the connecting element 300 [0116] 315, 316: holes in the flange 302 [0117] 401: outer all of the connecting element 400 [0118] 402: inner wall of the connecting element 400 [0119] 403a, 403b: flange [0120] 404a, 404b: hole on the flange 403a and 403b respectively [0121] 405a, 405b, 405c: hole on the inner wall 202 [0122] 406: wall in the connecting element 400 [0123] 407: hollow chamber of the connecting element 400 [0124] 503a, 503b, 503c, 503d, 503e, 503f: hollow chambers of the connecting element 500 [0125] 504, 505, 506, 507, 508: outer walls of the hollow chambers of the connecting element 500 [0126] 509, 510, 511, 512: inner walls of the hollow chambers of the connecting element 500 [0127] 513, 514, 515, 516, 517: internal wall of the connecting element 500 [0128] 518, 519: external wall of the connecting element 500 [0129] 507a, 507b: facets of the outer wall 507 [0130] 520, 521, 522, 523: hole on the connecting element 500 E: extrusion direction

DETAILED DESCRIPTION OF THE INVENTION

[0131] Throughout all the figures, same or corresponding elements may generally be indicated by same reference numerals. These depicted embodiments are to be understood as illustrative of the invention and not as limiting in any way.

[0132] FIG. 1 represents a rear view of a part of a crash management system 1 according to one embodiment of the invention. The crash management system 1 is composed by an assembly of bumper beams 2, a crash box 5 and a crash box 6. The assembly of bumper beams comprises a first bumper beam 3 and a second bumper beam 4. The bumper beam 3 is above the bumper beam 4. The assembly of bumper beams 3 and 4 are slightly curved 4. Thus, the bumper beam 3 and 4 are globally positioned along a transverse axis Y perpendicular to longitudinal direction X and vertically spaced. A crash box 5 is attached on one end to the bumper beam 2 and on the other end to the longitudinal beam of the vehicle frame (not shown), using conventional attachments means. A second crash box 6 is attached on one end to connecting element 200 and on the other end to the longitudinal beam of the vehicle frame (not shown), using conventional attachments means.

[0133] The upper bumper beam 3 is designed to absorb impact energy during a collision impact. The lower bumper beam 4 is designed to protect pedestrians from lower leg impacts.

[0134] The first bumper beam 3 is a hollow profile having a cavity 31 and having a front wall 32 and a rear wall 33 connected by longitudinal walls 34 and 35. The bumper beam 3 has a flange 36 extending the front wall 32 in the vertical direction Z downwardly in the direction of the second s bumper beam 4. The flange 36 is used has an attachment means of components. The bumper beam 3 has also a flange 37 extending the front wall 32 in the vertical direction Z upwardly in the opposite direction than the flange 36.

[0135] The second cross bumper beam 4 is a hollow profile having a cavity 41 and having a front wall 42 and a rear wall 43 connected by longitudinal walls 44 and 45.

[0136] A first connecting element 100 is placed on the end side of the crash management system 1 of the invention in the space in-between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4. FIG. 1 represents only one end of the crash management system, the second end being the same with the possibility to have a towing eye fixation system.

[0137] A second connecting element 200 is placed in the space in-between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4. The connecting element 200 has flange 203a, a second flange symmetrically positioned on the other side of the connecting element 200 is presents but is not visible in the FIG. 1. The flange 203a has a hole 204 used to attach the crash box 6 to the crash management system 1. The connecting element 200 has an outer wall 201 (visible on FIG. 2) and an inner wall 202. A hole 205 is drilled on the inner wall of the connecting element 200 to receive the screw or bolt for attaching the connecting element 200 to the flange 36 of the first bumper beam 3.

[0138] On the end side of the assembly of bumper beams 2, the first bumper beam 3 and the second bumper beam 4 are aligned one above the other and in relation to each other in the longitudinal direction and in the vertical direction. The angle defined by the first and second bumper beams 3 and 4 and the plane YZ is 0°.

[0139] In the region of the connecting element 200, the first bumper beam 3 and the second bumper beam 4 are not aligned one above the other. The angle defined by the first and second bumper beams 3 and 4 and the plane YZ is bigger than 0°, extending the dimensions of the crash management system in the longitudinal direction X.

[0140] FIG. 2 represents a front view of the FIG. 1. A connecting element 100 is placed on the end side of the crash management system 1 of the invention in the space in-between the first and second bumper beams. A second connecting element 200 is placed at the position of the crash boxes 5 and 6, in the space in-between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4. Holes 38a, 38b, 38c and 38d are drilled in the flange 36 to receive the screws or bolts for attaching the connecting element 100 and the connecting element 200 to the flange 36 of the first bumper beam 3. A crash box 5 is attached to the first bumper beam 3.

[0141] The connecting element 100 has several hollow chambers 103a, 103b, 103c, 103d. Only the chambers 103b, 103c, 103d are visible on FIG. 2. The hollow chambers 103c and 103d are cut off on their outer walls 106 and 107.

[0142] The connecting element 200 has an outer wall 201. The outer wall 201 has a perforation 206.

[0143] FIG. 3 represents a view from the top of FIG. 1. The bumper beam 3 is curved mainly towards the end but its main direction is globally orientated in the transverse direction Y, and therefore globally parallel to the transverse direction Y. The crash box 5 is attached to the bumper beam 3. The connecting element 100 is attached to the bumper beams assembly is an extruded profile, which extrusion direction E is parallel to the vertical direction Z. The connecting element 100 of the FIG. 3 has several hollow chambers 103a, 103b, 103c, 103d (103a is not visible in FIG. 3). The hollow chambers have not all the same form. The connecting element 100 extends the dimensions of the crash management system in the longitudinal direction X and in the transverse direction Y.

[0144] FIG. 4 represents one end of the of FIG. 1. The connecting element 100 is an extruded hollow profile with hollow chambers 103a, 103b, 103c, 103d (103a is not visible in FIG. 4). The connecting element 100 has a flange 102 used to attach the connecting element 100 to the flange 36 of the bumper beam 3. The flange 102 and the hollow chamber 103a are perforated with holes 116 and 117 (respectively) permitting to fix the connecting element 100 to the bumper beam 3.

[0145] The bumper beam 4 is drilled with holes 48 and 49 permitting to attach the connecting element 100 by the integrated screwing channels 101a and 101b to the first and second bumper beams 3 and 4.

[0146] FIG. 5 represents the connecting element 100. This connecting element is an extruded hollow profile with 4 hollow chambers 103a, 103b, 103c, 103d. The chamber 103a has an outer wall 104 and an inner wall 108 that are parallel to the extrusion direction E of the connecting element 100. The hollow chamber 103a is drilled with a hole 117 which is used to attach the connecting element 100 to the bumper beam 3. Two integrated screwing channels 101a and 101b are placed on each side of the hollow chamber 103a and are parallel to the extrusion direction E. These screwing channels 101a and 101b are used to attach the connecting element 100 to the two bumper beams 3 and 4 and create therefore a solidest link between the two bumper beams 3 and 4 and the connecting element 100. The outer wall 104 is extended by a flange 102 which is perforated by a hole 116. The flange 102 and the hole 116 permit to attach the connecting element 100 to the flange 36 of the bumper beam 3. The chamber 103b has an outer wall 105 and an inner wall 109 that are parallel to the extrusion direction E of the connecting element 100. The chamber 103c has an outer wall 106 and an inner wall 110 that are parallel to the extrusion direction E of the connecting element 100. The chamber 103d has an outer wall 107, an inner wall 111 and an external wall 114 that are parallel to the extrusion direction E of the connecting element 100. The chambers 103b and 103c have a common internal wall 112. The chambers 103c and 103d have a common internal wall 113. The internal walls 112 and 113 are parallel to the extrusion direction E of the connecting element 100.

[0147] The outer walls 106 and 107, and the inner wall 110 and 111 are cut off permitting a cut 115 of the chambers 103c and 103d.

[0148] The connecting element 100 is not flat. The outer wall 106 and the inner wall 110 are each composed of two facets 106a, 106a, 110a and 110b. The facets 106a and 106b form an angle.

[0149] FIG. 6 represents a rear view of another embodiment of the invention. The crash management system 1′ is composed by an assembly of bumper beams 2′, a crash box 5′ and a crash box 6′. The assembly of bumper beams comprises a first bumper beam 3′ and a second bumper beam 4′. The bumper beam 3′ is above the bumper beam 4′. The first bumper beam 3′ is a hollow profile having a cavity 31′ and having a front wall 32′ and a rear wall 33′ connected by longitudinal walls 34′ and 35′. The bumper beam 3′ has a flange 36′ extending the front wall 32′ in the vertical direction Z downwardly in the direction of the second bumper beam 4′. The flange 36′ is used as an attachment means of components. The bumper beam 3′ has also a flange 37′ extending the front wall 32′ in the direction Z upwardly in the opposite direction than the flange 36′.

[0150] The second cross bumper beam 4′ is a hollow profile having a cavity 41′ and having a front wall 42′ and a rear wall 43′ connected by longitudinal walls 44′ and 45′. The bumper beam 4′ has two flanges 46 and 47 extending the front wall 42′ in the vertical direction Z upwardly in the direction of the first cross bumper beam 3′. The flanges 46 and 47 are used as attachment means of components

[0151] A connecting element 300 is placed on the end side of the crash management system 1′ in the space in-between the first and second bumper beams 3′ and 4′. The connecting element 300 has several hollow chambers 303a, 303b, 303c, 303d, 303e. Only the chambers 303c, 303d are visible on FIG. 6. The chamber 303d of the connecting element 300 has an external wall 314, parallel to the extrusion direction E.

[0152] A second connecting element 400 is placed on the level of the crash boxes 5′ and 6′, in the space in-between the longitudinal wall 35′ of the bumper beam 3′ and the longitudinal wall 44′ of the bumper beam 4′. The connecting element 400 has flanges 403a and 403b. The flange 403a has a hole 404a used to attach the crash box 6′ to the crash management system 1′. A second hole may be positioned on the flange 403b, but is not visible on the FIG. 6. The connecting element 400 has an inner wall 402, perforated with holes 405a and 405b.

[0153] FIG. 7 represents a front view of FIG. 6. A first connecting element 300 is placed on the end side of the crash management system 1′ in the space in-between the first and second bumper beams 3′ and 4′. A second connecting element 400 is placed on the level of the crash boxes 5′ and 6′, in the space in-between the longitudinal wall 35′ of the bumper beam 3′ and the longitudinal wall 44′ of the bumper beam 4′. The bumper beam 3′ has a flange 36′ extending the front wall 32′ in the vertical direction Z downwardly in the direction of the second cross bumper beam 4′. The flange 36′ is used has an attachment means of components. The bumper beam 3′ has also a flange 37′ extending the front wall 32′ in the vertical direction Z upwardly in the opposite direction than the flange 36′. The bumper beam 4′ has two flanges 46 and 47 extending the front wall 42′ in the vertical direction Z upwardly in the direction of the first cross bumper beam 3′. The flanges 46 and 47 are used as attachment means of components.

[0154] Holes 38′a, 38′b, 38′c and 38′d are drilled in the flange 36′ to receive the screws or bolts for attaching the connecting element 300 and the connecting element 400 to the flange 36′ of the first bumper beam 3′. Holes 47a and 47b are drilled in the flange 47 to receive the screws or bolts for attaching the connecting element 400 to the flange 47 of the first bumper beam 4′.

[0155] The connecting element 300 has several hollow chambers 303a, 303b, 303c, 303d, 303e. Only the chambers 303b, 303c, 303d are visible on FIG. 7. The chamber 303d has an external wall 314 parallel to the extrusion direction E.

[0156] The connecting element 400 has a hollow chamber 407. The connecting element 400 has an outer wall 401 and a flange 403a. The flange 403a has a hole 404a used to attach the crash box 6′ to the crash management system 1′.

[0157] FIG. 8 represents the connecting element 300. The connecting element 300 has several hollow chambers 303a, 303b, 303c, 303d and 303e. The chamber 303a has an outer wall 304 and an inner wall 308 that are parallel to the extrusion direction E of the connecting element 300. The hollow chamber 303a is drilled with a hole 316 which is used to attach the connecting element 300 to the bumper beam 3′. Two integrated screwing channels 301a and 301b are placed on each side of the hollow chamber 303a and are parallel to the extrusion direction E. These screwing channels 301a and 301b are used to attach the connecting element 300 to the two bumper beams 3′ and 4′ and create therefore a solidest link between the two bumper beams 3′ and 4′ and the connecting element 300. The outer wall 304 is extended by a flange 302 which is perforated by a hole 315. The flange 302 and the hole 315 permit to attach the connecting element 300 to the flange 36′ of the bumper beam 3′. The chamber 303b has an outer wall 305 and an inner wall 309 that are parallel to the extrusion direction E of the connecting element 300. The chamber 303c has an outer wall 306 and an inner wall 310 that are parallel to the extrusion direction E of the connecting element 300. The chamber 303d has an outer wall 307, an inner wall 311 and an external wall 314 that are parallel to the extrusion direction E of the connecting element 300. The chambers 303b and 303c have a common internal wall 312. The chambers 303c and 303d have a common internal wall 313. The internal walls 312 and 313 are parallel to the extrusion direction E of the connecting element 300.

[0158] The connecting element 300 is not flat. The outer wall 305 and the inner wall 309 are each composed of two facets 305a, 305a, 310a and 310b. The facets 305a and 305b form an angle.

[0159] FIG. 9 represents the connecting element 400. The connecting element has an inner wall 402 which is perforated with holes 405a, 405b and 405c used to attach the connecting element 400 to the first and the second bumper beams 3′ and 4′. The connecting element 400 has two flanges 403a and 403b perpendicular to the inner wall 402 and linked by a wall 406 creating a hollow chamber 407. The flanges 403a and 403b are perforated by holes 404a and 404b respectively used to attach the connecting element 400 to the crash box 6′.

[0160] FIG. 10 represents a rear view of another embodiment of the invention. A connecting element 500 is placed on the end side of the crash management system 1″. The first bumper beam 3″ is a hollow profile having a cavity 31″ and having a front wall 32″ and a rear wall 33″ connected by longitudinal walls 34″ and 35″. The bumper beam 3″ has a flange 37″ extending the front wall 32″ in the direction Z upwardly. The bumper beam 4″ is made of 2 hollow profiles 50 and 51 and has therefore two cavities 52 and 53. The cavity 52 has a rear wall 54. The connecting element 500 is attached by screws on the rear wall 33″ of the first bumper beam 3″ and on the rear wall 54 of the second bumper beam 4″.

[0161] The connecting element 500 has several hollow chambers 503a, 503b, 503c, 503d, 503e, 503f. The chambers 503a, 503b, 503c have a rectangular cross-section. The chamber 503a has an outer wall 504, an inner wall 509, an external wall 519. The chamber 503b has an outer wall 505 and an inner wall 510 that are parallel to the extrusion direction E of the connecting element 500. The chambers 503a and 503b have a common internal wall 513. The chambers 503a and 503b are partially cut off. The chamber 503c has an outer wall 506, and an inner wall 511 that are parallel to the extrusion direction E of the connecting element 500. The chambers 503b and 503c have a common internal wall 514. The chamber 503d has an outer wall 507 that is parallel to the extrusion direction E of the connecting element 500. The chambers 503c and 503d have a common internal wall 515. The chamber 503e has an inner wall 512 that is parallel to the extrusion direction E of the connecting element 500. The chambers 503d and 503e have a common internal wall 516. The chamber 503f has an outer wall 508 and an external wall 518 that are parallel to the extrusion direction E of the connecting element 500. The chambers 503e and 503f have a common internal wall 517. All the internal walls 513, 514, 515, 516 are parallel to the extrusion direction E of the connecting element 500.

[0162] The connecting element 500 is not flat. The outer wall 507 and the inner wall 512 are each composed of two facets 507a, 507b, 512a, 512b. The facets 507a and 507b form an angle. The facets 512a and 512b form an angle also.

[0163] The connecting element 500 has several holes 520, 521, 522, 523 passing through it The holes 520, and 521 are used to attach the connecting element 500 to rear wall 33″ of the first bumper beam 3″.

[0164] The holes 523 and 522 are used to the connecting element 500 to the rear wall 50 of the second cavity 52 of the second bumper beam 4″.

[0165] FIG. 11 represents a front view of crash management system of FIG. 8 where the connecting element 500 is placed on the end side of the crash management system 1″ in the space in-between the first and second bumper beams 3″ and 4″. The bumper beam 3″ and 4″ have not the same length in the Y direction. The bumper beam 3″ has a flange 36″ extending the front wall 32″ in the vertical direction Z downwardly in the direction of the second cross bumper beam 4″. The flange 36″ is used has an attachment means of components. The bumper beam 3″ has a flange 37″ extending the front wall 32″ in the vertical direction Z upwardly. The bumper beam 4″ has two cavities 52 and 53. The connecting element 500 is attached to the rear wall 3″ of the first bumper beam 3″ and to the rear wall 50 of the second cavity 52 of the second bumper beam 4″.

[0166] The connecting element 500 is not flat. The outer wall 507 is composed of two facets 507a, 507b, which form an angle.

[0167] The FIGS. 1, 2, 3, 4, 6, 7, 10 and 11 represent only one side of the crash management system 1, 1′ and 1″. The other side may be essentially symmetrically the same except that it may have the possibility to have a towing eye.